Assembly comprising a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, as well as a set of equipment intended to equip the railway braking system

Abstract

Title: Assembly comprising a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, and a set of equipment intended to equip the railway braking system. The invention relates to an assembly comprising a railway braking system (4) for a railway vehicle (1) with brakes having at least one lining or at least one shoe, and a set of equipment intended to equip the railway braking system (4), comprising a first piece of equipment (90) equipped with a first mounting element, a second piece of equipment (21) equipped with a second mounting element, and a third piece of equipment (33) equipped with a third mounting element, said assembly comprising a common interface body (34) mechanically attached to the actuation mechanism (15) on the one hand and at least temporarily mechanically attached to the rotary actuation device (16) on the other hand.and configured to receive each of the first mounting member, second mounting member and third mounting member to mechanically attach, at least temporarily, at least one of the first, second and third equipment to the actuation mechanism (15) and / or the rotary actuation device (16). Figure for the abbreviation: Figure 3,

Description

Title of the invention: Assembly comprising a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, as well as a set of equipment intended to equip the railway braking system. TECHNICAL FIELD OF THE INVENTION

[0001] The present invention relates to an assembly comprising a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, as well as a set of equipment intended to equip the railway braking system.

[0002] The invention further relates to a railway installation comprising at least one such assembly.

[0003] The invention also relates to a railway vehicle comprising such an installation. STATE OF THE ART

[0004] Rail vehicles with lining or shoe brakes may be provided with a railway installation comprising one or more railway braking systems having a brake linkage configured to act on at least one braking element of the rail vehicle via linings or shoes, and which are configured to perform several braking functions, including in particular a service brake function and / or an emergency brake function, and also a parking brake function; as well as a power routing network interconnected to the railway braking systems and configured to supply them to activate and / or deactivate at least some of these braking functions.

[0005] The various braking functions can be activated and / or deactivated, for example, pneumatically, and / or hydraulically, and / or electrically, and / or manually.

[0006] For example, vehicles are known which are equipped with a parking handbrake configured to act on the braking linkage of the railway braking system, by the manual rotational actuation of an actuating handwheel in a first direction of rotation to activate the parking handbrake and in a second direction of rotation, opposite to the first direction of rotation, to deactivate the parking handbrake.

[0007] In particular, the rotational movement applied to the actuating flywheel is transformed by an actuating mechanism into a translational movement which comes to move the brake linkage for the application, or disapplication, depending on the direction of rotation of the actuating wheel, of the linings or the pads on the braking element of the railway vehicle. Description of the invention

[0008] The present invention relates to an assembly comprising a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, configured to perform a parking handbrake function, and a set of equipment which is configured to equip the system in a particularly simple manner while remaining convenient and economical.

[0009] The invention thus relates, according to a first aspect, to an assembly comprising a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, as well as a set of equipment intended to equip the railway braking system, the railway braking system comprising a brake linkage configured to act on at least one braking element of the railway vehicle by means of at least one lining or at least one shoe, and further comprising an actuation mechanism configured to act on the brake linkage and a rotary actuation device configured to be driven in rotation in a first direction of rotation and to actuate the actuation mechanism to put the railway braking system into a fully engaged parking handbrake configuration,and to be rotated in a second direction opposite to the first direction and to actuate the actuation mechanism to put the railway braking system into a disengaged parking brake configuration; The equipment set comprising a first piece of equipment forming a drive device for the actuating mechanism, configured to actuate the actuating mechanism in a motorized manner in the first direction of rotation and / or in the second direction of rotation, and comprising a first mounting element; a second piece of equipment forming an indicator device, configured to, at least when the rotary actuating device is driven in rotation, mechanically indicate the direction of rotation of the rotary actuating device and mechanically maintain this indication, and comprising a second mounting element; and a third piece of equipment forming a control mechanism, configured to, at least when the rotary actuating device is manually driven in rotation in the first direction of rotation and exerts a torque on the actuating mechanism exceeding a first predetermined threshold, inhibit the action of the rotary actuation device and / or actuation mechanism on the braking linkage, and including a third mounting element; said assembly comprising a common interface body mechanically attached to the actuation mechanism on the one hand and at least temporarily mechanically attached to the rotary actuation device on the other hand, and configured to receive each of the first mounting element, second mounting element and third mounting element to mechanically attach, at least temporarily, at least one of the first equipment, the second equipment and the third equipment to the actuation mechanism and / or the rotary actuation device.

[0010] Overall according to the invention, each of the first equipment, second equipment and third equipment is configured to equip the railway braking system, via the interface body.

[0011] The interface body is such that the first equipment, second equipment and third equipment can be mounted modularly on the railway braking system while allowing the implementation of their respective functions.

[0012] In other words, the assembly is designed so that the first, second, and third equipment can be fitted to the railway braking system equipped with the interface body, in any possible combination, i.e. together, in pairs, or individually,

[0013] This allows additional functionalities to be conferred to the railway braking system as needed, by mounting all or part of the equipment from the equipment set on the interface body.

[0014] Moreover, the railway braking system does not require any adaptation, the interface body being a single common interface and necessary for mounting the equipment on the railway braking system.

[0015] Preferred, simple, convenient and economical characteristics of the assembly comprising the railway braking system and the set of equipment according to the invention are presented below.

[0016] The interface body may include a mechanical coupling element configured to cooperate mechanically with at least one of the first mounting element and the second mounting element to mechanically fix at least one of the first equipment and the second equipment to the interface body in rotation.

[0017] The mechanical coupling member can cooperate mechanically by complementarity of form with at least one of the first mounting member and the second mounting member.

[0018] The actuation mechanism may be provided with at least one main transmission arm mechanically attached to the rotary actuation device, and the body The interface may include an interface sleeve introduced onto the main transmission arm and comprising an outer surface on which the mechanical coupling element is formed.

[0019] The mechanical coupling member can be formed directly by the outer surface which has a cross-section of predetermined shape, and the first mounting member and the second mounting member can each be formed by a housing having a cross-section having a shape corresponding to said predetermined shape of the cross-section of the mechanical coupling member.

[0020] The outer surface may have an external profile with n sides, n being an integer, and preferably with one side, two sides or six sides, and the housings of the first mounting member and the second mounting member may have an internal profile with n sides, n being an integer, and preferably with one side, two sides or six sides, corresponding to said external profile with n sides.

[0021] The mechanical coupling element can be formed by a key formed on the outer surface.

[0022] The mechanical coupling element can be formed by one or more pads, preferably cylindrical, formed on the outer surface.

[0023] The interface sleeve may include a fixing flange and the first mounting member may be configured to be subjected to said fixing flange to at least temporarily fix the rotary actuation device to the interface sleeve.

[0024] The main transmission arm may include an axial portion having a cross-section of predetermined shape and the interface sleeve may include an insertion opening having a corresponding axial portion having a cross-section having a shape corresponding to said predetermined shape of the cross-section of the main transmission arm.

[0025] The axial portion of the main transmission arm may have a substantially square external profile, and the corresponding axial portion of the interface sleeve insertion opening may have a substantially square internal profile corresponding to the substantially square external profile.

[0026] The interface body can be formed by a separate add-on part from at least one of the first equipment, the second equipment and the third equipment.

[0027] The interface body can be formed directly with one of the first mounting element of the first piece of equipment, the second mounting element of the second piece of equipment and the third mounting element of the third piece of equipment.

[0028] The actuation mechanism may be provided with a screw / nut system mechanically secured by a first end to the main transmission arm and by a second end opposite to the first end to the braking linkage.

[0029] The railway braking system may include two separate rotary actuation devices, a return box, two main transmission arms mechanically attached each to a respective rotary actuation device and to the return box, a secondary transmission arm mechanically attached by a first end to the return box and by a second end opposite to the first end to the screw / nut system.

[0030] The invention also relates, according to a second aspect, to a railway braking installation comprising at least one assembly including a railway braking system and a set of equipment as described above.

[0031] All or part of the equipment in the equipment set can be mounted on the railway braking system via the interface body.

[0032] The installation may include a service brake cylinder configured to act on the brake linkage and a power routing network interconnected to the service brake cylinder to supply it to activate and / or deactivate at least one service brake function and / or one emergency brake function.

[0033] The invention also relates, according to a third aspect, to a railway vehicle comprising an installation such as described above. BRIEF DESCRIPTION OF THE FIGURES

[0034] The invention, according to an exemplary embodiment, will be well understood and its advantages will become more apparent upon reading the following detailed description, given by way of example and not limiting in any way, with reference to the attached drawings.

[0035] Fig. 1 schematically represents a railway installation equipped with a railway braking system configured to perform in particular a service brake function and a parking handbrake function, including an actuation mechanism configured to put the railway braking system in a closed or released parking handbrake configuration.

[0036] Fig. 2 schematically represents in perspective a part of the actuation mechanism, as well as a first piece of equipment consisting of a motorization device, a second piece of equipment consisting of an installation indicator device, and a third piece of equipment consisting of an installation control mechanism, which are mounted on the actuation mechanism by means of an interface body.

[0037] Fig. 3 is an exploded view of the actuation mechanism and the first equipment, second equipment and third equipment of Fig. 2.

[0038] Fig. 4 is a cross-sectional view in which the first equipment, second equipment and third equipment of Fig. 2 and 3 are represented very schematically.

[0039] Fig. 5 is a schematic perspective view of the interface body.

[0040] Figure 6 is a view similar to Figure 5, on which the interior of the body The interface is represented in hidden lines.

[0041] [Fig.7] is a cross-sectional view similar to [Fig.4], but in which the actuation mechanism is equipped only with the first and second equipment and is therefore devoid of the third equipment.

[0042] [Fig.8] is a cross-sectional view similar to [Fig.4], but in which the actuation mechanism is equipped only with the second and third equipment and is therefore devoid of the first equipment.

[0043] Fig. 9 is a perspective view of the actuation mechanism equipped only with the second and third equipment.

[0044] Fig. 10 is a perspective view of the third piece of equipment according to an embodiment in which the interface body is directly integrated into the third piece of equipment. DETAILED DESCRIPTION

[0045] Fig. 1 schematically represents a railway vehicle 1 with shoe brakes 7, equipped with a railway braking installation 3 comprising a railway braking system 4 fixed to a support 5 of the railway vehicle 1 and configured to act on braking elements 6, here wheels, of the railway vehicle 1, via the shoes 7.

[0046] In particular, in the illustrated example, the railway braking installation 3 includes a brake linkage 8 mechanically secured to the pads 7, a service brake cylinder 9 configured to act on the brake linkage 8, and a power routing network 10 interconnected to the service brake cylinder 9 to supply it and thus activate and / or deactivate at least one service brake function and / or one emergency brake function.

[0047] For example, at least partial supply of the service brake cylinder 9 by the energy path network 10 can allow the brake linkage 8 to act so that the pads 7 exert a force on the braking elements 6; while at least partial emptying of the service brake cylinder 9 can allow the brake linkage 8 to act so that the pads 7 release the force exerted on the braking elements 6.

[0048] The railway braking system 4 may include a regulator 11 disposed for example between an outlet of the service brake cylinder 9 and the brake linkage 8, and configured to adapt a stroke of the brake linkage 8 according to wear of the pads 7 and / or the braking elements 6.

[0049] It should be noted that the various braking functions can be activated and / or deactivated pneumatically, and / or electrically, and / or hydraulically and / or manually.

[0050] In other words, the energy routing network 10 can be designed to carry pneumatic energy and / or electrical energy and / or hydraulic energy, or a combination thereof.

[0051] The railway braking system 4 is also configured here to perform a parking brake function, at least manually.

[0052] This parking handbrake function, also called the immobilizing handbrake, can be applied in addition to a service brake or an emergency brake already applied, or alone, that is to say with the service brake or emergency brake not applied.

[0053] To do this, the railway braking system 4 includes an actuation mechanism 15 configured to act on the braking linkage 8 and a rotary actuation device 16 configured to be manually driven in rotation and mechanically bound to the actuation mechanism 15.

[0054] In particular, the railway braking system 4 is configured so that, when the rotary actuating device 16 is driven in a first direction of rotation, the latter actuates the actuating mechanism 15 to put the railway braking system 4 into a tight parking handbrake configuration and, when the rotary actuating device 16 is driven in a second direction of rotation opposite to the first direction of rotation, the latter actuates the actuating mechanism 15 to put the railway braking system 4 into a loose parking handbrake configuration.

[0055] In the illustrated example, the railway braking system 4 comprises two separate rotary actuation devices 16, for example located on either side of a trailer, or wagon, of the railway vehicle 1.

[0056] Each rotary actuation device 16 can be formed by a flywheel.

[0057] Depending on the type of railway vehicle, the positioning of the rotary actuating device(s) 16 is not the same. For example, they may be located on the sides of the trailer or wagon and oriented horizontally, or on top of the trailer or wagon and oriented vertically.

[0058] In the illustrated example, the actuation mechanism 15 is provided with two main transmission arms 17, each mechanically attached by a respective first end 12 to a respective actuating device 16, a return housing 18 to which the two main transmission arms 17 are mechanically attached by a respective second end 13, opposite the first end 12, and a mechanically attached secondary transmission arm 19 by a first end to the return housing 18 and by a second end, opposite to the first end, here to a screw / nut system 20 itself mechanically secured by a first end to the secondary transmission arm 19 and by an end rod 14 to a second end, opposite to the first end, to the brake linkage 8.

[0059] Thus, when either of the rotary actuation devices 16 is rotated, it exerts a moment on either of the main transmission arms 17 which, thanks to the gearbox 18, transmits the moment and therefore the rotational movement to the secondary transmission arm 19 which, thanks to the screw / nut system 20, transforms the rotational movement into a translational movement and therefore exerts a force on the brake linkage 8 for the application or unapplication of the pads 7 on the brake components 6.

[0060] Depending on the direction of rotation exerted on one or the other of the rotating actuating devices 16, the force exerted on the braking linkage 8 is a pushing force or a pulling force.

[0061] In figures 1 to 4, the railway braking system 4 includes several pieces of equipment, each providing additional functionality to the actuation mechanism 15 and / or the rotary actuation device 16, and which are located at the first end 12 of the main transmission arm 17.

[0062] Here, the railway braking system 4 comprises a first piece of equipment formed by a control mechanism 33, located at the interface between each actuation device 16 and the respective main transmission arm 17, a second piece of equipment formed by an indicator device 21, located on each main transmission arm 17, and a third piece of equipment formed by a motorization device 90 located on each main transmission arm 17.

[0063] The control mechanism 33, the indicator device 21 and the motorization device 90 are here modularly equipped with the railway braking system 4.

[0064] In other words, the control mechanism 33, the indicator device 21 and the motorization device 90 here form functional modules configured to equip the railway braking system 4 together, in pairs according to any possible combination, or individually.

[0065] More generally, the railway braking system 4 can be equipped with a set of equipment including the control mechanism 33, the indicator device 21 and the motorization device 90 which can be mounted on the railway braking system 4, the equipment being able to be selectively mounted on the railway braking system 4 in any possible combination.

[0066] The control mechanism 33, forming the first piece of equipment, is configured to, at least when the actuating device 16 is manually driven into rotation in the first direction of rotation and exerts a moment of force on the actuation mechanism 15 greater than a first predetermined threshold, inhibit the action of the actuation device 16 and / or the actuation mechanism 15 on the braking linkage 8.

[0067] The indicator device 21, forming the second equipment, is configured to, at least when the rotary actuating device 16 is driven in rotation, mechanically indicate the direction of rotation of the rotary actuating device 16 and mechanically retain this indication.

[0068] The motorization device 90, forming the third equipment, is configured to motorize the actuation mechanism 15 in the first direction of rotation and / or in the second direction of rotation.

[0069] Furthermore, the motorization device 90 can be driven in rotation when the actuation mechanism 15 is actuated in rotation in the first direction of rotation and / or in the second direction of rotation, for example manually.

[0070] The railway braking system 4 here includes a housing 22 configured to be mechanically attached to the support 5, for example at the level of the bogie of the railway vehicle 1.

[0071] The main transmission arm 17 of the actuation mechanism 15 is mounted freely to rotate in the housing 22, which here includes a pair of bearings 23 for this purpose ([Fig.4]).

[0072] The main transmission arm 17 comprises, successively from its first end 12, a first axial portion 24, a second axial portion 25 and a third axial portion 26.

[0073] The first portion 24 here includes a thread.

[0074] The second portion 25 is substantially wider in diameter compared to the first portion 24 and has a substantially polygonal section, which here is an overall square section.

[0075] The third portion 26 is enlarged in diameter compared to the second portion 25 and here presents an overall circular section.

[0076] The rotary actuation device 16, formed by a flywheel, comprises a main body 27 which is provided with a rim 28 here circular and a transverse rod 29 to which the rim 28 is mechanically attached.

[0077] The rotary actuation device 16 can further be equipped with an additional gripping member 30 for example formed by one or more, here two, handles 31 retractable or foldable from the rim 28 of the main body 27.

[0078] The main body 27 is provided with a central housing 32 (visible in [Fig.4]) formed in the rod 29, and in which the main transmission arm 17 of the actuation mechanism is received, by its first end 12.

[0079] The railway braking system 4 further comprises an interface body 34 mechanically attached to the main transmission arm 17 on the one hand, and to the rotary actuation device 16 on the other hand.

[0080] The interface body 34 here includes an interface sleeve 35 introduced on the first end 12 of the main transmission arm 17.

[0081] The actuation mechanism 15 here includes a nut 44 (visible in [Fig.4]) screwed onto the first portion 24 and by means of which the interface sleeve 35 is held axially on the main transmission arm 17.

[0082] The control mechanism 33, the indicator device 21 and the motorization device 90 are each mounted here on the actuation mechanism 15 via the interface body 34.

[0083] The interface sleeve 35, shown in more detail in an isolated view in Figures 5 and 6, has an insertion opening 36 and has at least one fifth axial portion 37 having a cross-section of shape corresponding to the second portion 25 of the main transmission arm 17, so that the interface sleeve 35 is rotationally fixed to the main transmission arm 17 by complementarity of shape.

[0084] The fifth axial portion 37 here presents a section of overall square shape.

[0085] The insertion opening 36 of the interface sleeve 35 further has a fourth axial portion 38 having a cross-section of corresponding or substantially enlarged shape compared to the first portion 24 of the main transmission arm 17.

[0086] The insertion opening 36 of the interface sleeve 35 also has a sixth axial portion 39 having a cross-section of corresponding or substantially enlarged shape compared to the third portion 26 of the main transmission arm 17.

[0087] The interface sleeve 35 further comprises an outer surface 40 and a mechanical coupling member 41 formed on the outer surface 40.

[0088] In the illustrated example, the mechanical coupling member 41 is formed by a polygonal shape, here hexagonal, of the cross-section of the outer surface 40.

[0089] In other words, the outer surface 40 here has a hexagonal profile forming the mechanical coupling element 4L

[0090] The interface sleeve 35 further includes a fixing flange extending radially from the outer surface 40 at the level of the fourth portion 38.

[0091] The interface sleeve 35 also includes an end washer 42 (not visible on [Fig.5]) mechanically secured, for example by screwing, axially at the level of the sixth axial portion 39.

[0092] The mechanical coupling element 41 and the fixing flange 45 are configured to receive all or part of the aforementioned equipment.

[0093] In the example illustrated in figures 2 to 4, the control mechanism 33 is mechanically secured to the mounting flange 45 and the indicator device 21 and the motorization device 90 are both mounted on the outer surface 40 and mechanically secured in rotation to it by means of the mechanical coupling member 41.

[0094] The motorization device 90 is also mechanically attached to the housing 22, and the indicator device 21 is mechanically attached to the motorization device 90 and thus to the housing 22.

[0095] The control mechanism 33 is mechanically bound to the rotary actuation device 16, which is thus mechanically bound at least temporarily to the interface body 34.

[0096] The motorization device 90, forming the first equipment, comprises a motor block 91 provided with a motor 92 or geared motor, and a transmission 93 configured to be driven by the motor 92 on the one hand and to be subjected to rotation by the actuation mechanism 15 on the other hand, via the interface sleeve 35.

[0097] The motor block 91 further includes a mounting bracket 94 (shown schematically in [Fig.4]) by means of which the motor block 91 is mechanically secured to the housing 22.

[0098] The transmission 93 includes a transmission sleeve 95 provided with a transmission housing 97 having an internal profile section corresponding to the profile of the external surface 40 of the interface sleeve 35.

[0099] In other words, the transmission housing 97 of the transmission sleeve 95 here has an internal hexagonal or six-sided profile.

[0100] The transmission sleeve 95 is mechanically fixed in rotation to the interface sleeve 35 by complementary shape of the transmission housing 97 and the outer surface 40 of the interface sleeve 35.

[0101] The transmission housing 97 of the transmission sleeve 95 here forms a first mounting element of the motorization device 90 on the interface body 34.

[0102] The motor block 91 includes at least one, and here two, attachment points 96 provided for attaching the indicator device 21 to the motorization device 90.

[0103] The indicator device 21, forming the second equipment, is mounted on the interface sleeve 35, between the rotary actuation device 16 and the motorization device 90 and therefore the housing 22.

[0104] The indicator device 21 comprises two parts movable relative to each other, a first part being mechanically fixed to the interface sleeve 35 and a second part being mechanically fixed to the housing 22, by the intermediary of the motorization device 90 in the example illustrated in figures 2 to 4.

[0105] The indicator device 21 comprises a first visual reference member 46 and a second visual reference member 47, which are driven into motion when the rotary actuating device 16 is rotated in the first direction of rotation, respectively in the second direction of rotation, to indicate the direction of rotation of the rotary actuating device 16 during and after its actuation.

[0106] The first visual reference element 46 and the second visual reference element 47 may be of different colors and / or have different graphic patterns.

[0107] For example, one of the first visual reference element 46 and the second visual reference element 47 is red to indicate a tight state of the parking brake while the other of the first visual reference element 46 and the second visual reference element 47 is green to indicate a loose state of the parking brake.

[0108] The indicator device 21 comprises a main body 48, in which are mounted the first visual reference element 46 and the second visual reference element 47.

[0109] The first visual reference element 46 and the second visual reference element 47 are here opposed to each other on the main body 48, in a vertical direction when the indicator device 21 is mounted on the railway vehicle 1 as shown in Figures 2 and 3.

[0110] The main body 48 here comprises a mast 49 and an ear 50 extending transversely from the mast 49.

[0111] The mast 49 has a through housing (not visible in the figures), which passes longitudinally through the mast 49, and in which are housed the first visual reference element 46 and the second visual reference element 47.

[0112] The indicator device 21 here comprises a first cap 53 and a second cap 53 surmounting and closing the through housing 51 at each of its ends, and configured to receive respectively the first visual reference element 46 and the second visual reference element 47.

[0113] The caps 53 are transparent or translucent to form a window through which the first visual reference element 46 and the second visual reference element 47 are visible from outside the indicator device 21.

[0114] The ear 50 includes a main housing (not visible in the figures) communicating with the through housing.

[0115] The indicator device 21 further includes a cover 54 which is intended to close the main housing.

[0116] In figures 2 and 3, the cover 54 is positioned opposite the housing 22 and is not accessible when the indicator device 21 is mounted on the main transmission arm 17.

[0117] The indicator device 21 has a main opening 55 through formed in the main body 48 and the hood 54, in which the main transmission arm 17 is received.

[0118] The main body 48 is mechanically attached to the housing 22 via the hood 54, and is thus mechanically attached to the bogie of the railway vehicle 1.

[0119] The hood 54 here has two fixing cheeks 64 extending to the periphery of the ear 50 and which are provided with several mounting openings 65, through which the indicator device 21 is for example fixed by screwing to the engine block 91.

[0120] The orientation of the indicator device 21 can be adjusted according to the mounting opening 65 used for mounting to the engine block 91.

[0121] The indicator device 21 comprises a drive member 70 and a transmission member (not visible in the figures) which are both housed in the main body 48, and which are configured to actuate together the first visual reference member 46 and the second visual reference member 47.

[0122] The drive member 70 is mounted freely for rotation in the main housing 52 and is configured to be driven in motion by the actuation mechanism 15.

[0123] The drive member 70 is here formed by a wheel 72 having a central opening 73 in which the main transmission arm 17 is received and mechanically secured.

[0124] The central opening 73 of the wheel 72 has a cross-section whose shape corresponds to the shape of the profile of the outer surface 40 of the interface sleeve 35.

[0125] Thus, the central opening 73 here has a cross-section of hexagonal or six-sided shape.

[0126] The wheel 72 is mounted on the interface sleeve 35 and is fixed in rotation to the latter by complementarity of form between the central opening 73 and the outer surface 40.

[0127] The wheel 72 further includes a drive track (not visible in the figures) arranged radially around its periphery.

[0128] The transmission element is mounted freely in translation within the through housing.

[0129] The transmission member is configured to be driven in translation by the member training 70, between a first extreme translation position and a second extreme translation position opposite to the first extreme translation position.

[0130] The transmission member is for example formed by a transmission rod having a first end and a second end opposite to the first end.

[0131] The transmission member comprises, for example, a central transmission portion and end portions extending on either side of the central transmission portion towards the first end and the second end respectively.

[0132] The drive track of the drive member 70 and the transmission portion of the transmission member are configured to cooperate mechanically with each other, so that a rotation of the drive member 70 causes a translation of the transmission member in the through housing 51.

[0133] For example, the transmission of motion between the drive member and the transmission member is ensured by friction between the drive track and the transmission portion, but could also be ensured by a cooperation of teeth.

[0134] In addition, the transmission portion includes mechanical decoupling zones, for example two in number, on which the transmission portion lacks the ability to cooperate mechanically with the drive track of the drive member 70.

[0135] In other words, the mechanical decoupling zones are configured to inhibit mechanical cooperation between the drive member 70 and the transmission member.

[0136] For example, the mechanical decoupling zones are formed by recesses in a radial direction of the transmission member.

[0137] The mechanical decoupling zones are separated by a distance corresponding to the total stroke of the transmission member in the through housing, i.e. the travel distance of the transmission member between its first extreme translational position and its second extreme translational position.

[0138] The distance between the mechanical decoupling zones is, for example, on the order of 20 millimeters.

[0139] The mechanical decoupling zones of the transmission portion have the effect of inhibiting the mechanical cooperation between the drive member 70 and the transmission member once the transmission member has reached one of its extreme translation positions, the rotary actuation device 16 can then be rotated further without the transmission member being moved further.

[0140] The angle of rotation of the rotary actuation device 16 for moving the transmission member between its first extreme translational position and its second extreme translational position is, for example, on the order of 90° or less than 90°.

[0141] In the illustrated example, the first visual reference member 46 and the second visual reference member 47 each comprise a pin housed in the through housing, on either side of the transmission member, opposite the first end of the transmission member, respectively the second end of the transmission member.

[0142] Each pin is movable in translation in the through housing between a retracted position and an indication position, which corresponds to a deployed position in which the pin protrudes out of the main body 48.

[0143] The first visual reference organ 46 and the second visual reference organ 47 also each include a return organ (not visible in the figures) configured to return each of the pawns to their retracted position.

[0144] The return member is for example a helical compression spring, bearing on one side on the pin and on the other side on the cap 53.

[0145] The first visual reference organ 46 and the second visual reference organ 47 each admit a retracted position, in which they are entirely housed inside the main body 48 and therefore invisible from outside the main body 48, and an indication position, in which they are deployed and made visible from outside the main body 48.

[0146] The first end of the transmission rod is configured to mechanically stress the first visual reference member 46, for example its pin, to move it from a position to its indication position.

[0147] The second end of the transmission rod is configured to mechanically stress the second visual reference member 47, for example its pin, to move it from a position to its indication position.

[0148] Thus, the indicator device 21 admits a first indication configuration, in which the transmission member is in its first extreme translational position, and the first visual reference member 46 is in a first indication position in which it is visible from outside the main body 48.

[0149] The indicator device 21 also admits a second indication configuration, in which the transmission member is in its second extreme translation position, and the second visual reference member 47 is in a second indication position in which it is visible from outside the main body 48.

[0150] In the first indication configuration, the second visual reference organ 47 is in a first retracted position and is not visible from outside the main body 48, and in the second indication configuration, the first visual reference organ 46 is in a second retracted position and is not visible from outside the main body 48.

[0151] The indicator device 21 is thus configured so that a rotation of the rotary actuation device 16 causes a rotation of the drive member 70, which causes the transmission member to move in translation between its first extreme translation position and its second extreme translation position and ultimately causes the first visual reference member 46, respectively the second visual reference member 47, to move.

[0152] The fact that, when the rotary actuating device 16 is driven in rotation in the first direction of rotation, the actuating mechanism 15 drives in rotation the drive member 70 which drives in translation the transmission member from a position to a first extreme translational position, in turn causing the first visual reference member 46 to move from a position to a first indication position in which the first visual reference member 46 is made visible from outside the main body 48, and that when the rotary actuating device 16 is driven in rotation in the second direction of rotation,The actuation mechanism 15 rotates the drive member 70, which in turn translates the transmission member from one position to a second extreme translational position. This, in turn, causes the second visual reference member 47 to move from one position to a second indication position in which the first visual reference member 46 is visible from outside the main body 48. This allows the final direction of rotation of the rotary actuation device 16 to be visually indicated and this information to be mechanically retained, i.e., memorized.

[0153] Thanks to the indicator device 21, a user of the railway braking system 4 knows whether the actuating device 16 was turned in the first direction of rotation or in the second direction of rotation during its last manipulation, and therefore that the actuating device 16 was most recently manipulated to apply or on the contrary to disapply the parking handbrake.

[0154] The control mechanism 33, forming the third equipment, is mechanically attached on the one hand to the fixing flange 45, and on the other hand to the rotary actuation device 16, here by means of four fixing screws 43.

[0155] In other words, the rotary actuation device 16 is subjected, at least temporarily, in rotation to the interface sleeve 35 by means of the control mechanism 33.

[0156] The control mechanism 33 comprises a first part and a second part, which can be made to rotate relative to each other.

[0157] One of the first and second parts is mechanically secured to the interface sleeve 35 and here to the mounting flange 45, and the other of the first part and the second part is mechanically attached to the rotary actuation device 16, by means of the fixing screws 43.

[0158] The first part of the control mechanism 33 is here provided with a control notch (not visible in the figures).

[0159] The second part is provided with a cavity, a return element housed in the cavity, and a transfer element stressed by the return element (not visible in the figures).

[0160] The return member is thus mobile between a first position corresponding to a first configuration of the control mechanism 33, and a second position corresponding to a second configuration of the control mechanism 33.

[0161] In the first configuration of the control mechanism 33, the force exerted on the rotary actuating device 16 is transmitted to the actuating mechanism 15 and therefore to the braking linkage, while in the second configuration of the control mechanism 33, the force exerted on the rotary actuating device 16 is not transmitted to the actuating mechanism 15 and therefore not to the braking linkage either.

[0162] In its first position, the transfer member is at least partially housed in the control notch and cooperates with the first part, to allow the action of the actuating device 16 and / or the actuating mechanism 15 on the braking linkage.

[0163] Thus, the first part and the second part of the control mechanism 33 are made to be joined together and the force exerted on the rotary actuation device 16 is transmitted to the actuation mechanism 15.

[0164] In its second position, the transfer member is out of the control notch and is at least partially housed in the cavity against the return member to inhibit the action of the rotary actuation device 16 and / or the actuation mechanism 15 on the braking linkage.

[0165] In other words, the transfer member comes out of the control notch and lodges at least partially in the cavity against the force exerted by the return member against it, when the rotary actuating device 16 is manually driven into rotation in the first direction of rotation and exerts a torque on the actuating mechanism 15 greater than the first predetermined threshold.

[0166] Thus, the first part and the second part of the control mechanism 33 are no longer joined and the force exerted on the rotary actuation device 16 is no longer transmitted to the actuation mechanism.

[0167] The return member is for example a compression spring, and the transfer member is for example a ball or a cylinder.

[0168] The control notch may have a first face having a first slope of a first predetermined angle, against which the transfer member is located when the actuating device 16 is manually driven in rotation in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 less than or equal to the first predetermined threshold.

[0169] The control notch has a second face, opposite to the first face, having a second slope of a second predetermined angle, against which the transfer member is located when the actuating device 16 is manually driven in rotation in the second direction of rotation and exerts a torque on the actuating mechanism 15 less than or equal to a second predetermined threshold.

[0170] It is at the points of contact between the transfer element and respectively the first face and the second face that the forces are exerted between the first part and the second part. It is therefore at these points of contact that the first and second predetermined thresholds are defined respectively.

[0171] The first predetermined threshold may be equal to or less than the second predetermined threshold, and the second predetermined angle may be equal to or greater than the first predetermined angle.

[0172] The force to be exerted on the actuation device 16 to move the transfer member against the return member in the cavity may be less in the first direction of rotation than in the second direction of rotation.

[0173] In other words, this can make it possible to control and limit the force exerted in the first direction of rotation, in particular when tightening the parking handbrake, more than the force exerted in the second direction of rotation, in particular when loosening the parking handbrake, which may not be limited.

[0174] In the railway braking system 4 described above, inhibiting the action of the actuation device 16 and / or the actuation mechanism 15 on the braking linkage when the actuation device 16 is manually driven in rotation in the first direction of rotation and exerts a torque on the actuation mechanism 15 greater than the first predetermined threshold, makes it possible, on the one hand, to prevent the application of an excessive clamping torque and in particular one much greater than the first predetermined threshold, and on the other hand, to ensure that at least a clamping torque equal to the first predetermined threshold is applied.

[0175] In other words, thanks to the control mechanism, a user knows both that they have turned the actuating device 16 sufficiently in the first direction of rotation and therefore that the parking brake is properly applied, and that they have not applied too much clamping torque, which could be particularly difficult to counteract when the same user or another user needs to turn the actuation device 16 in the second direction of rotation to disengage the parking handbrake.

[0176] In the assembly comprising the railway braking system 4 and the equipment set, the fact that the common interface body 34 is mechanically attached to the actuation mechanism 15 on the one hand and at least temporarily mechanically attached to the rotary actuation device 16 on the other hand, and is configured to receive each of the first mounting element, second mounting element and third mounting element to mechanically attach, at least temporarily, the first equipment, the second equipment and the third equipment to the actuation mechanism 15 and / or the rotary actuation device 16, allows the modular mounting of all or part of the equipment on the railway braking system, while allowing the realization of their respective functions.

[0177] Figures 7 and 8 schematically illustrate equipment configurations of the railway braking system 4 in which only part of the equipment is fitted to the railway braking system 4.

[0178] In [Fig.7], the railway braking system 4 is equipped with the motorization device 90 and the indicator device 21, but lacks the control mechanism 33.

[0179] In this example, the handwheel of the rotary actuation device 16 is directly mechanically secured to the fixing flange 45 of the sleeve 35, for example by screwing.

[0180] In [Fig.8], the railway braking system 4 is equipped with the indicator device 21 and the control mechanism 33, but lacks the motorization device 90.

[0181] Fig. 9 illustrates in more detail the railway braking system 4, which is similar to that of Figures 2 and 3, in such an equipment configuration in which the system is devoid of a motorization device 90.

[0182] In this example, the indicator device 21 is not mechanically attached to the motorization device but directly to the housing 22.

[0183] The actuation mechanism 15 here includes a spacer 58 introduced on the main transmission arm 17 and mechanically secured to the indicator device 21, and a stop ring 59 introduced on the main transmission arm 17 and mechanically secured to the housing 22.

[0184] The spacer 58 includes a lug 60 projecting axially from the periphery of the spacer 58.

[0185] The stop ring 59 includes a radial recess 61, configured to receive the lug 60 of the spacer 58 to rotationally secure the spacer 58 to the ring stop 59 and thus fix in rotation the main body 48 of the indicator device 21 to the housing 22.

[0186] Here, the spacer 58 has several initial pin passage openings 62 and the hood 54 has several second openings for the passage of pins 63, in which pins (not shown) are received, allowing the spacer 58 to be secured to the hood 54 in a plurality of distinct angular mounting positions.

[0187] The main body 48 of the indicator device 21 is thus mechanically secured to the housing 22 by means of the spacer 58 and the stop ring 59.

[0188] In the examples described above, the interface body 34 is referred to in relation to each of the equipment, which can be mounted on it together, in pairs in any combination, or individually.

[0189] According to one variant, the interface body 34 can be formed directly with one of the equipment, which then equips the railway braking system 4 as soon as the latter is equipped with the interface body 34.

[0190] Fig. 10 illustrates a variant of the control mechanism 33 on which the interface body 34 is directly formed.

[0191] Here, the interface body 34 extends, starting from its fifth axial portion 37, from one of the first and second parts of the control mechanism 33, the other of the first and second parts of the control mechanism 33 being intended to be mechanically secured to the rotary actuation device 16.

[0192] The interface body 34 is also devoid of a fixing flange.

[0193] According to another variant not illustrated, the interface body 34 can be formed on the indicator device 21, for example extending from the wheel 72 of the drive member 70.

[0194] According to yet another variant not illustrated, the interface body 34 can be formed on the drive device 90, for example extending from the transmission sleeve 95.

[0195] Furthermore, in the examples described above, the interface body 34 can be reported on the main transmission arm 17.

[0196] According to another variant, the interface body 34 can be formed directly with the main transmission arm 17.

[0197] In other words, the main transmission arm 17 can be formed so as to have a first end 12 having an outer surface 40 and / or a fixing flange 45 as described above.

[0198] Finally, it is specified that any other equipment, different from the control mechanism 33, the indicator device 21 and the motorization device 90 described above, may also be fitted to the railway system.

[0199] For this purpose, the equipment has a mounting interface configured to be subjected, at least in rotation, to the outer surface 40 and / or the fixing flange 45 of the interface sleeve 35.

[0200] Unillustrated variants are presented below.

[0201] The railway vehicle may have lining brakes rather than shoe brakes, with the linings acting on braking elements formed by brake discs rather than on the wheels.

[0202] The screw / nut system can connect the brake linkage to the rotary actuation device directly via a main transmission arm, for example without a return box and / or without a secondary transmission arm.

[0203] Where applicable, when the rotary actuation device is rotated, it exerts a moment on the main transmission arm which, through the screw / nut system, transforms the rotational movement into a translational movement and thus exerts a force on the brake linkage for the application or removal of linings or pads on the braking components.

[0204] The first visual reference organ and / or the second visual reference organ can be formed directly on the end portions of the transmission organ.

[0205] The drive member may include a toothed wheel and the transmission member may include a toothed bar to together form a toothed rack-type transmission.

[0206] The mechanical coupling member of the interface sleeve can be formed by an outer surface which has one flat, or two diametrically opposed flats.

[0207] The mechanical coupling element of the interface sleeve can be formed by an external surface which has a cross-section of polygonal shape with n faces, n being an integer, i.e. that the interface sleeve can have a profile with n sides.

[0208] The mechanical coupling element of the interface sleeve can be formed by a key formed on the outer surface.

[0209] The mechanical coupling element of the interface sleeve can be formed by one or more studs, for example cylindrical, formed on the outer surface.

[0210] The motorization device may include a motor and a transmission, each housed in a separate dedicated block, and mechanically connected by a transmission element, for example a belt, a transmission chain or a gear train.

[0211] More generally, it is recalled that the invention is not limited to the examples described and represented.

Claims

1. Demands Assembly comprising a railway braking system (4) for a railway vehicle (1) with brakes having at least one lining or at least one shoe, and a set of equipment intended to equip the railway braking system (4), the railway braking system (4) comprising a brake linkage (8) configured to act on at least one braking element (6) of the railway vehicle via at least one lining or at least one shoe, and further comprising an actuation mechanism (15) configured to act on the brake linkage (8) and a rotary actuation device (16) configured to be driven into rotation in a first direction of rotation and to actuate the actuation mechanism (15) to put the railway braking system (4) into a fully engaged parking handbrake configuration,and to be driven into rotation in a second direction of rotation opposite to the first direction of rotation and to actuate the actuating mechanism (15) to put the railway braking system (4) into a disengaged parking handbrake configuration; the equipment set comprising a first piece of equipment forming a drive device (90) for the actuating mechanism, configured to actuate the actuating mechanism (15) in a motorized manner in the first direction of rotation and / or in the second direction of rotation, and comprising a first mounting member; a second piece of equipment forming an indicator device (21), configured to, at least when the rotary actuating device (16) is driven into rotation, mechanically indicate the direction of rotation of the rotary actuating device (16) and mechanically maintain this indication, and comprising a second mounting member; and a third piece of equipment forming a control mechanism (33),configured to, at least when the rotary actuating device (16) is manually rotated in the first direction of rotation and exerts a torque on the actuating mechanism exceeding a first predetermined threshold, inhibit the action of the rotary actuating device (16) and / or the actuating mechanism (15) on the braking linkage, and comprising a third mounting element; said assembly comprising a body, common interface (34) mechanically attached to the actuation mechanism (15) on the one hand and at least temporarily mechanically attached to the rotary actuation device (16) on the other hand, and configured to receive each of the first mounting member, second mounting member and third mounting member to mechanically attach, at least temporarily, at least one of the first equipment, the second equipment and the third equipment to the actuation mechanism (15) and / or the rotary actuation device (16).

2. Assembly according to claim 1, characterized in that the interface body (34) comprises a mechanical coupling member (41) configured to cooperate mechanically with at least one of the first mounting member and the second mounting member to mechanically fix at least one of the first equipment and the second equipment to the interface body (34).

3. Assembly according to claim 2, characterized in that the mechanical coupling member (41) cooperates mechanically by complementarity of form with at least one of the first mounting member and the second mounting member.

4. Assembly according to claim 3, characterized in that the actuation mechanism (15) is provided with at least one main transmission arm (17) mechanically fixed to the rotary actuation device (16), and in that the interface body (34) comprises an interface sleeve (35) introduced on the main transmission arm (17) and comprising an outer surface (40) on which the mechanical coupling member (41) is formed.

5. Assembly according to claim 4, characterized in that the mechanical coupling member (41) is formed directly by the outer surface (40) which has a cross-section of predetermined shape, and in that the first mounting member and the second mounting member are each formed by a housing (97, 73) having a cross-section having a shape corresponding to said predetermined shape of the cross-section of the mechanical coupling member (41).

6. Assembly according to claim 5, characterized in that the outer surface (40) has an external profile with n facets, n being an integer, and preferably with one facet, two facets or six facets, and in that the housings (97, 73) of the first mounting member and the second mounting element present an internal profile with n sides, n being an integer, and preferably with one side, two sides or six sides, corresponding to said external profile with n sides.

7. Assembly according to claim 4, characterized in that the mechanical coupling member (41) is formed by a key formed on the outer surface (40).

8. Assembly according to claim 4, characterized in that the mechanical coupling member (41) is formed by one or more pads, preferably cylindrical, formed on the outer surface (40).

9. Assembly according to any one of claims 4 to 8, characterized in that the interface sleeve (35) has a fixing flange (45) and in that the first mounting member is configured to be subjected to said fixing flange (45) to at least temporarily subject the rotary actuation device (16) to the interface sleeve (35).

10. Assembly according to any one of claims 4 to 9, characterized in that the main transmission arm (17) comprises an axial portion (25) having a cross-section of predetermined shape and in that the interface sleeve (35) comprises an insertion opening (36) having a corresponding axial portion (37) having a cross-section having a shape corresponding to said predetermined shape of the cross-section of the main transmission arm (17).

11. Assembly according to claim 10, characterized in that the axial portion (25) of the main transmission arm (17) has a substantially square external profile, and in that the corresponding axial portion (37) of the insertion opening (36) of the interface sleeve has a substantially square internal profile corresponding to the substantially square external profile.

12. Assembly according to any one of claims 1 to 11, characterized that the interface body (34) is formed by an added part separate from at least one of the first equipment, the second equipment and the third equipment.

13. Assembly according to any one of claims 1 to 11, characterized that the interface body (34) is formed directly with one of the first mounting member of the first equipment, the second mounting member of the second equipment and the third mounting member of the third equipment.

14. Assembly according to any one of claims 1 to 13 and claim 4, characterized in that the actuation mechanism (15) is provided with a screw / nut system (20) mechanically secured by a first end to the main transmission arm (17) and by a second end opposite to the first end to the braking linkage (8).

15. Assembly according to claim 14, the railway braking system (4) comprising two separate rotary actuating devices (16), a return housing (18), two main transmission arms (17) mechanically secured each to a respective rotary actuating device (16) and to the return housing (18), a secondary transmission arm (19) mechanically secured by a first end to the return housing (18) and by a second end opposite to the first end to the screw / nut system (20).

16. Railway braking installation (3) comprising at least one assembly according to any one of claims 1 to 15.

17. Railway braking installation (3) according to claim 16, comprising a service brake cylinder (9) configured to act on the brake linkage (8) and a power routing network (10) interconnected to the service brake cylinder (9) to supply it to activate and / or deactivate at least one service brake function and / or one emergency brake function.

18. Rail vehicle (1) comprising a rail braking installation (3) according to any one of claims 16 and 17.

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